Device for arresting locomotives and cars



2 ShetsSheet 1.

(No Model.)

M. P. BO-NZANO'..

DEVIGE FOR ARRESTING LOCOMOTIVES AND CARS.

No. 330,671. Patented Nov. 17,1885.

(No Model.) 2 Sh eets--Shen 2.

M. P. BONZANO.

DEVICE FOR ARRBSTING LOGOMOTIVESAND GARS.

No. 330,671. Patented Nov. 17, 1885,

UNITED STATES ATENT Free.

MAXIMILIAN F. BONZANO, OF PHILADELPHIA, PENNSYLVANIA.

DEVICE FOR ARRESTING LOCOMOTIVES AND CARS.

SPECIFICATION forming part of Letters Patent No. 330,671, dated November 17, 1885.

Application filed September 8, 1885. Serial No. 176,520. (No model.)

To all whom it may concern.-

Be it known that I, MAXIMILIAN F. Bon- ZANO, a citizen of the United States, residing in Philadelphia, Pennsylvania, have invented certain Improvements in Devices for Arresting Locomotives and Cars, of which the following is a specification.

My invention consists of an improvement in the devices for arresting locomotives and cars for which Letters Patent No. 293,846 were granted to me, dated February 19, 188i, and No. 306,574, dated October 14, 1884.

In the accompanying drawings, Figure 1 is a side view of my improved arresting device. Fig. 2 is a plan View; Fig. 3, a section on the line 1 2,Fig.1; Figs. 4 and 5,modifications,and

' Fig. 6 is a detached perspective view of a part.

A A are the rails of a track, and B B the shoes, each of which has on its under side an undercut groove adapted to the rail, so that while the shoes are at liberty to be moved freely on the rails longitudinally they can have no other movement independently of said rails. Each of the shoes is made in two parts and fastened together by bolts 0 c, in order that the device may be attached at any point on the track. The shoes B are connected together by cross-tie rods a a, as shown in the plan view, Fig. 2.

D is a lever having two bars or arms, d d, which are secured to the lever, as shown in Figs. 1 and .3. Through the lower ends of these arms d pass studs b b, projecting from the shoe B. These studs b are the pivots on which the lever D swings. The levers D D are connected together at their upper ends by a cross-beam, E, used also as abumper-beam.

At or near the outer ends of each shoe are rollers e e, which rest on the rails,and by which the shoe is supported so long as pressure is not applied to the lever to grip the rail. These rollers facilitate the return of the device to its normal position.

It will be noticed in reference to Figs. 1, 2, and 3 that each shoe B is recessed for the reception of a block, a, which rests directly on the rail, and between this block and a projection, f, on the lever D is a spring, h.

The arm w of each lever D extends rearwardly for a purpose explained hereinafter. When a wheel or any other part of the locomotive or car strikes the arms to or the bumper-bar E of the levers D, the latter, together with the shoes and blocks 1;, will yield and slide along the rails; but at the same time such pressure will be exerted on the rail, through the medium of the block has will cause friction enough on the rail to absorb the momentum of the locomotive or car.

In referring to Fig. 1 it will be noticed that directly back of the rear roller, 6, is a supplemental block, K, resting on the rails, and connected to the shoe by pins 1, which project from the side of the block, as shown in Fig. 6, and rest in recesses formed in arms extending from the shoe B. These blocks are so situated that the arm to of each lever D Will,when forced down, bear on the projection is of the block K, and through the latter on the rail. This arrangement makes the frictional surface of the shoe more uniform, for it will be seen that as soon as the locomotive or car strikes the lever D with sufficient force it bears on both blocks K and i, which thus raise the shoes and bring to bear the full length of the lower edges of the shoe against the under side of the head of the rail.

In the modification, Fig. 4, I have shown the block placed between the rear of the shoe B and the roller 6, and in the construction shown' in Fig. 5 I have dispensed with the block K and designed the arm w so that it will bear directly on the rail, instead of indirectly through the separate block; but in either case the said arm bears on the rail instead of on the shoe, as in my former patents.

In some cases a set-screw may be inserted in the arm 10 of the lever, as shown by dotted lines, Fig. l, to adjust the device and regulate its extent of movement.

It will be understood that a single arresting device may be used on one or more special rails, either at the sides or in the middle between the track-rails,as described in my former patents.

I claim as my invention 1. The combination of a shoe adapted to a rail, and a lever pivoted to the shoe, with a block to bear on the rail, and aspring interposed between the said lever and block, the said lever having an arm, to, adapted to bear on the rail, substantially as described.

2. The combination of a shoe adapted to a to this specification in the presence of two subrail, and a lever pivoted to the shoe, with a scribing witnesses. l

block to bear on the rail a spring interposed between the lever and hlock, and a supple- MAXIMILIAN BONZANO' 5 mental b1oek,K,the said lever having an arm, Witnesses:

11/, substantially as set forth. WILLIAM F. DAVIS,

In testimonywhereofl have signed my name HENRY I-IOWSON; 

